Internal combustion engine and fuel injection system therefor

ABSTRACT

A new monovalve internal combustion engine of a design specially adapted for screw machine manufacture and including a valve support requiring no lubrication, a combination pull rod and fuel conduit secured to a reciprocating member of a two stage injection pump with the pull rod and both pumps operated by a single compound cam arrangement, a fuel injection nozzle concentric with the valve and with the combustion chamber and having no flexible connections, a fabricated piston rod assembly wherein the crankshaft bearing of the piston rod is greater than the throw of the crankshaft, a fluid seal between the piston and the cylinder against compression losses, a compression chamber which ensures an increasing turbulence of the charge in the cylinder with a maximum at top dead center, and a novel air blower and cleaner system including an arrangement for increasing the volumetric efficiency of the engine and the efficient purging of exhaust gases.

United States Patent Primary Examiner-Laurence M. Goodridge Auomey-Prutzman, Hayes, Kalb 8t Chilton ABSTRACT: A new monovalve internalcombustion engine of a design specially adapted for screw machinemanufacture and including a valve support-requiring no lubrication, acombination pull rod and fuel conduit secured to a reciprocating memberof a two stage injection pump with the pull rod and both pumps operatedby a single compound cam arrangement, a fuel injection nozzle concentricwith the valve and with the combustion chamber and having no flexibleconnections, a fabricated piston rod assembly wherein the crankshaftbearing of the piston rod is greater than the throw of the crankshafl, afluid seal between the piston and the cylinder against compressionlosses, a compression chamber which ensures an increasing turbulence ofthe charge in the cylinder with a maximum at top dead center, and anovel air blower and cleaner system including an arrangement forincreasing the volumetric efficiency of the engine and the etficientpurging of exhaust gases.

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IN VEN TOR. VERNON D. ROOSA ATTORNEYS INTERNAL COMBUSTION ENGINE ANDFUEL INJECTION SYSTEM THEREFOR This application is a division ofapplication Ser. No. 615,782, filed Feb. l3, I967, now US. Pat. No.3,450,l2l.

This invention relates to internal combustion engines and has specialsignificance to compression-ignition engines and to a simplified andnovel fabricated construction for such englnes.

A principal object of the invention is to provide a reliable internalcombustion engine of simple construction and operation. Included in thisobject is the provision of a fuel injection system for an internalcombustion engine which is readily purged and pressurized prior tocranking for easy starting.

Another object of the invention is to provide a new and novellightweight monovalve compression-ignition engine.

Still another object of this invention is the provision of a mountingand operating arrangement for a monovalve for an internal-combustionengine which does not require lubrication of the valve mechanism.Included in this object is the provision of a dual-function pull rod tooperate the monovalve and to serve as a passage to carry fuel to theinjection nozzle incorporated in the valve.

A still further object of the invention is to provide an engine providedwith a power chamber with increased efficiency and which ensures aturbulent homogeneous charge condition in the power chamber at the timeof ignition for efficient ignition and rapid flame propogation.

It is a further object of the invention to provide a novel fabricatedcrankshaft construction suitable for screw machine manufacture. Includedin this object is the provision of a crankshaft and connecting roddesign incorporating a novel static and dynamic balancing arrangement.

Another object of the invention is to provide a novel arrangement forproviding cooling and cleaned combustion air for the engine and forpurging the exhaust gases from the vicinity of the monovalve. Includedin this object is the provision of an arrangement for increasing thevolumetric eff ciently of the engine.

Other objects will be in part obvious and in part pointed out more indetail hereinafter.

The invention accordingly consists in the features of construction,combination of elements and arrangement of parts which is exemplified inthe construction hereafter set forth, and the scope of the invention isindicated in the appended claims.

In the drawings:

FIG. 1 is a front end view, party in section, of an embodiment of aninternal-combustion engine incorporating the present invention;

FIG. 1A is a fragmentary front end view similar to FIG. 1 illustrating amodified arrangement for discharging and muffling the exhaust gases andcooling air;

FIG. 2 is an enlarged transverse section view of the engine taken alongthe lines 2-2 of FIG. 1;

FIG. 3 is a further enlarged fragmentary crosssectional view taken alongthe lines 3-3 of FIG. 2;

FIG. 3A is a fragmentary cross-sectional view generally similar to FIG.3 on a reduced scale illustrating a modified crankshaft incorporatingmeans for dynamically balancing the crankshaft at high speeds;

FIG. 4 is a fragmentary sectional view taken along the lines 4-4 of FIG.3 and showing the crankshaft assembly in more detail;

FIG. 5 is a fragmentary top view of the engine of FIG. 2 with the topshroud removed;

FIG. 6 is an enlarged fragmentary sectional view of the fuel injectionsystem and subassembly taken along line 6-6 of FIG.

FIG. 7 is an enlarged fragmentary sectional view taken along lines 7-7of FIG. 6 and showing the governor and throttle control of the fuelinjection system;

FIG. 7A is a cross-sectional view taken along lines 8-8 of FIG. 7 andshowing the rotating metering valve of the governor;

FIGS. 8A, 8B, and 8C illustrates the operation of the pull rod and thehigh pressure injection pump by the composite cam at various stages ofthe engine cycle;

FIG. 9A is an enlarged cross-sectional view of the blower and aircleaner for the engine of FIG. I;

FIG. 98 illustrates a modified form of the blower and air cleaner;

FIG. 10A is a perspective view of the monovalve support and fuel conduitassembly used on the illustrated embodiment of the engine;

FIG. 10B is a perspective view of a modified form of the monovalvesupport and fuel conduit assembly;

FIG. 10C, 10D. and 10B are top views which illustrate modified forms ofthe monovalve support and fuel conduit assemblies for the engines;

FIGS. 11A, 11B, 11C, 11D and 11E are each fragmentary cross-sectionalviews of the engine showing different combustion chamber configurationsfor use in the monovalve cylinder design of this invention; and

FIGS. IIF and G are top views of the pistons of FIGS. I ID and IIErespectively.

Referring now to the drawings in detail, in which like numerals refer tolike parts throughout the respective views, an embodiment of a rotaryinternal combustion engine illustrating the present invention is shownin FIG. I as having a base I0 on which an engine casing I2 is mounted.

A crankshaft 14 has a stub shaft 15 extending through one wall of theengine casing and mounts a flywheel 16 (FIG. 2) adjacent the oppositewall of the engine casing. A housing 18 incorporating a fuel injectionsystem subassembly is secured to the casing 12 by bolt 19 with the stubshaft 15 extending therethrough.

A cylinder sleeve 20 having external fins 21 is mounted in an aperture23 in the top of the engine casing 12 with peripheral shoulder 27 ofsleeve 20 in engagement with the top of casing 12. A cylinder head orcap 22 and a combined monovalve and injection nozzle assembly 24 ismounted concentrically with valve seat 25 of the engine by a monovalvesupport and fuel conduit assembly 26. An inverted generally cup-shapedcover or shroud 28 for directing and confining the cylinder cooling andcombustion air delivered by an air blower and cleaner 30 encases thecylinder, the cylinder head and monovalve support assembly 26.

The engine casing 12, as best shown in FIGS. I, 2 and 3 comprises agenerally rectangular fabricated housing, the lower end of which issecured in sealed relation to the base 10 by any suitable means such asscrews 32 to provide a crankcase for the engine. The generally parallelsidewalls 34, 36 are provided with aligned apertures 38, 40 whichreceive the external bearing members or races 42, 44 of antifrictionbearings mounting the crankshaft l5 as hereinafter more fully described.

The other pair of'diametricslly opposed sides of engine casing 12 areprovided with arched channels 46, 48 (FIG. I) disposed in a planeperpendicular to the crankshaft 14 to pass the crankshaft bearing ofconnecting rod 29 as the crankshaft rotates. The upper end of connectingrod 29 is pivotally connected to piston 31 by wrist pin 33.

Referring particularly to FIG. 4, the crankshaft 15 comprises a tubularsleeve 60 which may be fabricated from any suitable material such as alength of tubular steel.

The sleeve 60 is provided with axially aligned and spaced apart keyways62, 64, 66 for respectively mounting the flywheel 16, an eccentric crankplate 72, and the stub shaft 15. The flywheel end of the tubular sleeve60 is further provided with an internal conical surface and is segmentedby a plurality of axial slits 82. A mating cone 84 engageable with theinternally tapered surface 80 of the sleeve 62 wedges and expands theend of sleeve 62 into tight engagement within the bore 88 of theflywheel 16. A key 90 is positioned in keyway 62 and a mating keyway 92of the flywheel 16 to align and maintain the flywheel in a prescribedangular relationship with respect to the sleeve 607 The stub shaft isprovided with a cylindrical end 102 which is closely received in theother end of the sleeve 60 with a sliding fit and is keyed thereto by ahalf moon key 104 positioned in keyway 106 of cylindrical end 102 tomaintain it in a prescribed angular relationship relative to the sleeve60 and the flywheel 16. A threaded axial bore 108 in the inner end ofstub shaft 15 threadably receives tension bolt 86 to assemble andmaintain the flywheel and stub shaft to sleeve 60.

As best shown in FIG. 3, the eccentric plate crank 72 is provided with akeyway 110 which is centered on a line between the center of sleeve 60and its own center. A pair of counterweights 114, 116 are mounted onopposite sides of the eccentric plate crank 72 and are respectivelyprovided with bores 117, 119 which closely and slidably engage theexternal wall of sleeve 60 A pair of axially extending screws 126 areprovided to clamp the eccentric cone 72 tightly between the pairs ofcounterweights 114, 116 and to locate the counterweights in a positionto counterbalance the rotational weight of the mass of the eccentricplate crank 72 and the portion of the connecting rod 29 below dottedline 37 of FIG. 3. A key 112 having a lower wedge-shaped portion 113 ispositioned with the wedge-shaped portion 113 engaging keyway 64 of thesleeve 60. A pair of screws 118 received in apertures 120, 122,respectively, of the counterweights 114, 116 threadedly engage threadedbores 124 in the key 112 to wedge the tapered portion 113 thereof intotight engagement with keyway 64 of eccentric plate crank 72. As shown,the eccentric plate crank 72 is provided with a plurality of apertures128 to reduce the weight thereof and to minimize the required weight ofcounterbalances I14, [16. By this construction, eccentric plate crank 72is clamped in a plane radial to the sleeve 60 by counterbalances 114,116 and bolts 126, with the point of maximum eccentricity thereof isdiametrically opposed relation to the centers of gyration ofcounterbalances 114, 116 and rigidly secured in precise angular positionrelative to the sleeve 60 by the tapered key 112.

The connecting rod, which is of less width than eccentric plate crank soas to pass freely between counterweights 114, and 116 as the crankshaft14 rotates, is provided with an integral bearing portion 132 at thelower end thereof (FIG. 3) which encircles the eccentric plate crank 72,and, as shown, forms the peripherally grooved outer race of anantifriction bearing shown as having balls 134 with the grooved outerperiphery of the eccentric plate crank 72 forming the inner race of thebearing. The balls 134 may be assembled between the inner and outerraces by aligning notch 136 in the eccentric plate crank 72 with notch138 of the piston rod bearing portion 132 respectively.

With this construction of crankshaft l4 and connecting rod 29 in whichthe mating bearing surfaces thereof have a greater radius than the throwof crankshaft, an arrangement is provided wherein the unbalanced portionof the connecting rod 29 is minimized thereby minimizing the dynamicunbalance of the connecting rod.

FIG. 3A illustrates a modification of the crankshaft and connecting rodassembly wherein the counterweights are formed with cylindricalperipheral surfaces which are eccentrically disposed relative to theaxis of rotation of the crankshaft 14. The point of maximum eccentricityof the identical eccentric balance weights 114a, 116a is diametricallyopposed in relation to the point ofmaximum eccentricity of the platecrank 72. A reciprocating arm 290 having an integral hearing engages theouter periphery of each of the cccentric countcrweights 1140, "6a, andis provided with a weighted head portion 31a to counterbalance the upperend of the connecting rod 29 and the piston 31.

The arm 29a of each of the counlerweights is slotted axially at 330 toreceive bolt and bearing assembly 340 which is fixedly secured to thewall 34 of the casing 12 on the axis of reciprocation of piston 31. Thebearing assembly 340 has washers on each side of arm 29a to maintain thearm 29a in the plane of the associated eccentric counterweight. Thereciprocating arm 29a engaging balance weight 60 is similarly secured towall 36. This construction enables the connecting rod 29 to pass betweenthe arms 29a. The amount of eccentricity of the counterweights 114a,116a as well as the mass of the weighted heads and arms 29a may bereadily calculated to provide for the dynamic balancing of the portionof connecting rod 29 and piston 31 not balanced by the counter weightcams 114a, 116a.

The piston and crankshaft assembly of F lGS.3 and 4 is assembled byfirst assembling the piston 31, the connecting rod 29 with the eccentricplate crank 72 which is then clamped between the counterweights 114, 116by bolts 126. This assembly is then inserted through the bottom of theengine casing 12 before the base 10 is applied thereto. Sleeve 60 isthen inserted through either of the apertures 38, 40 of the enginecasing and through the aperture in the counterweights 114, 116 andeccentric plate crank 72. Key 112 is then inserted through the bore ofsleeve 60 and secured to the counterweights 114, 116 by screws 118 whichdraw the wedge portion 113 of the key 112 into tight engagement with theedges of keyway 64 to clamp the plate crank 72 and counterweights 114,116 tightly against the sleeve 60.

Referring to FIG. 2, ring members 140 and 142, which serve as outerraces for the bearings supporting the crankshaft 14, are respectivelyassembled over the ends of crankshaft sleeve 60 with the rollers 144,146 respectively, in place between the outer surface of the sleeve 60and the ring members 140, 142 respectively. The ring members 140, 142are respectively provided with inwardly turned flanges 140a and 142a tomaintain the respective rollers against axial movement from theirassembled position and are further provided with peripheral annularshoulders l40b and l42b which are closely received in the respectiveapertures 38, 40 of the casing 12.

With the half moon key 104 and key positioned in their respective slots,the stub shaft 15 and the flywheel 16 are mounted on the respective ends(FIG. 2) of crankshaft sleeve 60 and with the clamping bolt 86 and cone84 assembled, the bolt 86 is tightened to complete the assembly of thecrankshaft.

As shown in FIG. 2, the annular rings 140, 142 are respectively providedwith annular peripheral grooves or recesses i and [42c located insidethe sidewalls 34 and 36 of the engine casing 12. The innermostperipheral walls 140d and 1420' of the grooves 140e, 142C are taperedand so spaced relative to the adjacent sidewalls 34, 36 of the enginecasing 12 that, upon tightening the U-bolts 150 and 152, the annularrings 140 and 142 are drawn axially toward each other so as to betightly wedged against the sidewalls of the housing. The rol lers 140aand 1420 are respectively engageable with the sides of counterweights114, 116 to prevent the axial movement of the crankshaft 14.

The monovalve support and fuel conduit assembly 26 (FIGS. 1, 2, 5 and10A) comprise a prefabricated subassembly shown in H0. 10A and includesa pair of identical resilient ring members 154 formed of spring materialsuch a beryllium copper. The ring members 154 are preassembled insuperposed parallel spaced relationship with angularly spaced spacers156 secured therebetween by fasteners such as screws 157. A spacer andvalve support arm 158 is likewise fixed between ring members 154 byfasteners or screws 160 with the arm 158 projecting radially inwardlyand in a direction to intersect the are between the spacers 156. The arm158 is provided with a vertical bore 159 disposed at the center of therings 154.

The spacers 156 and the rings 154 are provided with verti cal apertures161 which, as best shown in FIG. 2. receive the ends ofu U-bolt 152 tomount the monovalve support and fuel conduit assembly 26 in concentricand overlying and parallel relation relative to cylinder head cap 22 andspaced therefrom by the apertured integral studs 22a of cap 22. By thisarrangement the portion of the ring members 154 mounting the valvesupport arm 158 is free to move vertically against the bias of thespring members to move the apertured end thereof 159 in substantialrectilinear movement.

The combination monovalve and nozzle assembly 24 is mounted by the freeend of the valve support arm I58. Since the valve support arm 158mounting the valve and injector as sembly 24 is free to move up and downbut the arm 158 is rigidly supported by the parallel ring members I54,the vertical movement of the arm 158 is effected with the arm remainingparallel to its initial position to guide the valve and injectorassembly 24 for reciprocating movement without the use of the customaryguide sleeve in which a stem for the valve is slidable. Accordingly,this invention eliminates top lubrication. In addition, the eliminationof the need for the physical space required for a valve sleeve reducesthe head room required for an overhead valve mechanism and increases theavailable area for the entrance of combustion air into and the dischargeof spent combustion gases from the combustion chamber and increases thevolumetric efficiency of the engine.

Moreover. by placing the monovalve and injection nozzle assembly 24 at aposition midway between the portion of the rings 154 fixed at I6I andthe movable portion at I60 to which arm 158 is fastened, any expansionof the valve support 126 is automatically compensated for to maintainthe valve assembly 24 aligned with valve seat 25.

The combination monovalve and injection nozzle assembly 24 isconstructed and arranged to facilitate the easy removal of the injectionnozzle portion for inspection or replacement without the removal of thevalve portion. As shown in FIG. 2, the assembly 24 comprises an annularvalve 164 which seats on the valve seat 25 and serves to admitcombustion air and to exhaust spent combustion gases. The truncated end166 of the valve closure 164 is provided with an annular shoulder I67and is threaded at its ends 168 t0 threadedly engage the mating threadsof the bore 159 of the valve support arm I58. The stem of the valve I64is provided with a concentric aperture 169 to removably receive the bodyof the fuel injection nozzle 170. Nozzle 170 is provided with aperipheral threaded portion 172 which likewise engages the matingthreads of bore I59 of arm I58 and is sealed thereto by any suitablemeans such as sealing rings I74 and 176 with the tip of the nozzleprojecting into the combustion chamber 248.

With the combination monovalve and nozzle assembly coupled with itssupport arm as described above, the valve and injection nozzle may bothbe disposed concentrically with respect to the combustion chamber toadmit air and fuel thereto so as to distribute it uniformly within thecombustion chamber for efficient ignition and rapid and uniform flamepropagation The injection nozzle I70 utilized in the practice of thisinvention is preferably of the inwardly opening fuel pressure operatingtype such as disclosed in my pending U.S. application Ser. No. 609,147filed Jan. 13, 1967 entitled Nonlealrofl 1 Fuel Injection Nozzle. Inthis type of nozzle, the valve plunger is lifted from the valve seat bythe high pressure of the fuel within the nozzle body to discharge apulse of fuel into the combustion chamber whereupon the fuel pressure inthe nozzle drops and the valve closes. In the nonleakoff nozzle of theaforementioned application, no conduit connected to the nozzle forconducting leakage fuel from the nozzle is required As shown in FIG. 2,and hereinbefore described, the nozzle utilized in the practice of thisinvention is provided with an annular groove 177 which communicates withhigh pressure fuel passage 179 in valve support arm 158. The one or moreinlet ports I78 positioned in the bottom of the groove I17 communicateswith the interior of the nozzle body to conduct the high pressure fuelthereto to operate the nozzle as more fully described in theaforementioned patent application.

Referring again to FIG. 2, the piston 31 is provided with a bifurcatedconcentrically disposed boss 34 projecting from the top surface of thepiston 31 within the skirt position thereof. The bifurcated boss isapertured to receive the wrist pin 33 to connect the piston rod 29thereto. With this construction, the forces imposed on the piston by thecombusting gases is transmitted directly from the top surface of thepiston 31 to the connecting rod through the bifurcated boss 35 ratherthan imposing stresses on the skirt portion of the piston 31. Moreover,where the wrist pin engages a bearing surface in bosses on the skirtportion, the skirt portion is made egg-shaped to accommodatedifferential expansion and prevent seizure.

Another feature of the design in the provision of a fluid seal againstcompression losses from the piston. As shown in FIG. 2, the lowerportion of the cylinder sleeve 20 is provided with a plurality ofapertures 43 about the periphery thereof. Since the cylinder sleeve 20is spaced from the walls of the engine casing 12, the rotating crankwill splash oil into the peripheral space 47 to effectively cool thecylinder sleeve 20 and the piston 3]. A portion of such oil will alsopass through the apertures 43. The lower ring 49 of the piston ispreferably formed ofa resilient plastic material having a low frictionbearing surface and capable of withstanding the heat of the engine.Polytetrafluoroethylene (i.e. Teflon) is a material suitable for thispurpose. Piston 31 is provided with an annular groove 51 above the ring49, and when the piston is in the lowest point of its stroke, theannular groove 51 registers with the apertures 43 whereupon the oilpasses through the apertures 43 to fill the groove 51 and is retainedtherein by the ring 49 as the piston moves upwardly to form a liquidseal. This also provides positive lubrication for the upper cylinderwalls and further assists in cooling the piston 31.

The air blower and cleaner 30 comprises a vended rotor I enclosed in ashroud I8I having an axial inlet opening 182 and a radial dischargepassage I84 and may be driven in any suitable manner as by a belt drivefrom the crankshaft, not shown. The centrifugal force imposed on the airby the vaned rotor causes any heavy particles entrained in the air tobecome concentrated along the outer peripheral wall 186 which is in theform of a volute. A bafile I88 divides the discharge passage 180 intotwo separate passages 180a and I80b and directs the portion of the aircontaining the heavy particles through passage 180a below the dividerplate 183 positioned on the top of the engine casing I2 to cool theengine casing. The baffle 188 is provided with an intermediate port oraperture I92 through which the cleaned portion of the air passes intopassage 1811b as shown by the arrows in the drawings.

As best shown in FIG. 9, the leading portion 188a of the baffle I88upstream from the aperture 192 has a trailing edge which extends furthertoward the outer wall I86 of the air blower and cleaner 30 than does theleading edge of the trailing ballle portion 188k The clean air enteringpassage [80b must change its direction to move radially inwardly awayfrom the wall 186 thereby further improving the separation of unwantedparticles from the air.

The clean air enters the lower portion of the shroud 28 above thedivider wall I83 and passes between the fins 56 over the cylinder cap 22to cool the top of the engine. The cooling air and the spent exhaustgases entrained therein exit from the hooded shroud 28 through dischargeport 194 from whence they may be discharged directly into the atmosphereor into a muffler, not shown. The discharge port I94 is positioned abovethe lower of the annular rings 154 (FIG. 1) which are spaced closely tothe wall of the shroud 28 to restrict the free passage of the airtherebetween. Thus, the cooling air is directed through the center ofring 154 adjacent the valve. As the air passes the valve 164 when thevalve is open during the intake stroke, a portion will enter thecombustion chamber 248. During the exhaust stroke, the air will entrainthe spent combustion gases being discharged from the combustion chamberto efficiently remove the gases from the vicinity of the valve.

The size of the discharge port 194 may be sized (or otherwiseconstructed) to throttle the air and maintain an above at mosphericpressure within the shroud 28 to improve the volumetric efficiency ofthe engine.

FIG. 9B shows a slightly modified form of the air cleaner and separatorwherein the downstream portion of the baffle is in the form ofaspring-biased movable divider 189 pivoted on axis 191 and biased to aneutral position by springs 187 to provide an automatic adjustmentbetween the discharge air passing through passage 180a and 1806 and forshifting the leading edge of the divider 189 relative to the trailingedge of the leading baffle portion 1880 to maintain the efficiency ofthe cleaner under various air flow conditions.

FIG. 1A shows a modified form of a shroud for the engine. In this form,the shroud is provided with a lower cylindrical portion 280 encirclingthe finned cylinder sleeve 21 and extending to a point above the lowerof the ring members 154 to direct the cleaned air passing over the upperportion of the engine in the same manner hereinbefore described. Theupper portion of the shroud 28b is shown as being a separate membersecured in position in any suitable manner and having a cylindricaldepending side portion 28c which overlaps the upper surface of thesleeve portion 28a. The interior of the vertical cup-shaped member 28bis lined with a layer of sound insulating material 28d to deadcn andbal'fle the noise generated by the engine.

The housing 18 for the fuel injection subassembly is mounted on theshaft end of the engine casing 12 shown in FIGS. 1 and 2, and is sealedthereto in any suitable manner such as a gasket.

Basically, and as illustrated by FIGS. 2 and 6, the fuel systemcomprises a fuel tank 200 from which fuel flows through conduit 202 anda filter 204 to a float valve 13 in the crankcase formed by the casing12 of the engine. From float valve 13 the fuel passes to an inlet 106which, as shown, includes an inlet ball check valve 208 having aperforated stop washer 209 to limit the movement of wall 208 through aconduit 213 The float valve 13 is a threeway valve which admits fuel oilto the crankcase from the tank 200 to maintain the desired level of fueltherein for lubrication purposes and passes fuel through conduit 213 tothe inlet 206 from the tank 200 or the crankcase dependent on whetherthe crankcase level is above or below the prescribed level determined bythe float valve.

From the inlet 206 the fuel passes into an annular pumping chamber 210formed by a sleeve 211 of housing 18 where the fuel is pressurized to alow pressure correlated with engine speed as hereinafter more fullydescribed.

Form annular pumping chamber 210 the fuel passes through a conduit orpassage 212 which includes a one-way valve 214 and is connected to apressure regulating valve 216. The pressure regulating valve 216, shownschematically, comprises a spring-biased ball 218 in a tapered seat 219,the biasing spring 220 of which is adjusted to permit the valve tobecome unsealed at a specified minimum pressure, say, 26 p.s.i. Afterthe ball 218 is unseated, the valve 216 regulates the pressure in theconduit 212 by the restriction offered by orifice 222 and the throttlingof the passage of fuel between the tapered seat 219 and the ball 218 toprovide a pressure which increases with increased speed.

An accumulator 224, hereinafter more fully described, is connected toconduit or passage 212 to minimize the fluctuations in the pressure inconduit 212 despite the pulsating output of pumping chamber 210. Thefuel under regulated pressure passes from conduit 212 to conduit 226 andthence to governor 228 which controls a metering valve 229 (FIG. 7) formetering the fuel.

Referring now particularly to FIG. 7, the governor 228 comprises asleeve 235 fixedly secured in a bore of the housing 18 by a setscrew237. A plurality of governor weights 241 are angularly spaced within acup-shaped thrust cap 247 by fingers 243 of annular cage 245. The cap247 encloses the weights 241 and is supported against axial movement bya ball 249 which engages an end cap 251 received in the housing 18 by apress fit. The centrifugal force acting on the weights 241 causes themto pivot outwardly and exert an axial force on a sleeve 253 which isprovided with a noncircular aperture to receive the mating end 255 ofgovernor valve 259 to provide a driving connection therebetween.

The cage 245 is mounted to rotate with a gear member 257 which havingteeth 259 engages the teeth of cam gear 304 (FIG. 6) to be driventhereby. The opposite end of the governor valve 259 is biased by a leafspring 261 which is secured in position by setscrew 253. The rotation ofthrottle arm 265 causes the cam 267 thereof to vary the biasing force ofleaf spring 261 to set the governor speed.

As indicated above, the fuel enters the governor through a passageway226 and enters an annulus 269 provided by the sleeve 235. A noncircularportion 271 (FIG. 7A) provides a cavity with sleeve 235 which registerswith annulus 269 to provide for the continuous flow of fuel required bythe engine. The noncircular cross section of portion 271 serves as acentrifugal separator to separate any heavy particles entrained in thefuel and cause them to pass through a discharge port 273 by bypassingthe metering valve 229. The radial end wall of the cavity provided bythe flats 271 of the governor valve 259 is provided by flange 275 whichis spaced from the bore of the sleeve 235 providing a restricted annularpassage therebetween to further assist in the separation of entrainedparticles from the fuel passing axially through this restricted passagewhich communicates with an annulus 193 through a passageway 195.

Suffice it to say, that as the centrifugal force increases due toincreased speed, the governor weights 241 urge the governor valve 259upwardly as viewed in FIG. 7 to reduce the size of the metering valve229 to govern the speed of the engine.

The metered fuel from the governor 228 enter pumping chamber 230 of thehigh pressure charge pump passage 227, annulus 231 and past inlet ballcheck 228 having maximum lift stop 225.

The high pressure charge pump comprises the injection plunger 232 whichis slidable relative to sleeve or cylinder 234 which in turn is slidableaxially relative to bore 233 in sleeve 211 of housing 18. A charge offuel pressurized in pumping chamber 230 as hereinafter more fullydescribed, exits past one-way valve, or ball check, 236 located in thepassage connecting the pumping chamber 230 with deliver passage 238 ofthe valve actuating rod 240 (FIGS. 2 and 6), the upper end of whichcommunicates with sealed passage 239 formed between the bore 241 (FIG.10a) and valve actuator rod 240. The highly charge pulse of fueldelivered by the charge pump then passes through passage 179 of themonovalve support arm 26 to an annular groove 17'! surrounding theinjection nozzle 24 and through inlet port 178 into the injection nozzle24 from whence it is injected into the combustion chamber 248.

In order to pressurize the fuel in conduit 212 to a pressure correlatedwith engine speed, an inverted cup-shaped plunger or sleeve 254 isslidably received within the passage 250. The end wall of the cup-shapedplunger is apertured at 256 to receive the valve control rod 240 and issecured in sealed relation against shoulder 258 of reciprocating sleeveor cylinder 234 by a cap nut 260 which threadably engages the threads262 on the valve control rod 240. It will thus be seen that as the valvecontrol rod 240 is raised and lowered, the volume of annular pumpingchamber 210 will change to produce a pumping action.

The valve control rod 240 is provided with a further threaded endportion 264 of reduced diameter which threadably engages the matingthreads of the reciprocating sleeve 234, and it will be understood thatthis threaded engagement provides for the adjustment of the opening ofmonovalve 24.

The lower end of reciprocating sleeve 234 is provided with an annularperipheral recess between the shoulder 266 and the end flange 268thereof to receive the end 270 of crank 272 which, as shown in FIG. 2,is bifurcated to straddle the necked down portion 274 of the sleeve 234.

The other end of crank 272 comprises a rotatable roller 276 whichengages the center cam 278 (FIG. 2) of compound cam assembly 279 tooperate to drive the crank 272 in timed relation relative to the engineand reciprocate sleeve 234 and valve control rod against the bias ofresilient ring members 156. If desired compression springs 21''!(FIG. 1) may be provided between cylinder cap 22 and monovalve support26 to provide an upward bias on the monovalve support or to assist theupward bias of ring members I56.

Referring again to FIG. 6, it will be observed that passage or conduit280 is connected to a chamber 282 in the housing 18 of the fuelinjection subassembly to deliver the regulated pressure from conduit 212thereto. The pressure in chambei 282 acts against the bias of a spring290 (seated on a washei 292 which engages a shoulder 294 in the boreforming the chamber 282) upon the end of a slidable piston member 284 tothe end of which is connected a control arm 286 by a universal or balljoint connection 288. A bent leaf spring 297 having one end fixed in anotch 30! in housing 18 with the other end bifurcated to provide asquare notch matching the cross section of arm 286 is provided. Thesquare notch engages a transverse recess 305 in the top wall of controlarm 286 and straddles the arm to hold the arm 286 against turning and tobias it downwardly against the cams 299.

Disposed at the free end of the control arm 286 is a transverse shaft298. As best shown in FIG. 2, the shaft 298 follows a pair of identicalcams 299 of compound cam assembly 300 which straddle the cam 278 and arelocked thereto for rotation with shaft 302 on which spur gear 304 isalso fixedly secured. The spur gear 304 is in turn driven by the drivepinion 306 at one-half the speed thereof. Pinion 306 is in turn fixedlymounted on stub shaft (FIG. 4).

Injection plunger 232 engages the flat top surface of the control arm286 so as to be driven upwardly when the cam lobes of cam 299 move thecam follower shaft 298 upwardly to pressurize the fuel and cause theinjection of a charge of fuel into the combustion chamber 248.

Adjustable stop 310 may be axially adjusted and serves as a variablestop to limit the downward movement of the control arm 286 dependentupon the relative axial position of control arm 286 which in turn isdependent upon the control pressure in chamber 282 as regulated by thespeed of the engine and regulating valve 2l6. As illustrated in FIG. 6where the control arm 288 is shown in its advanced position, it will beapparent that as the control arm 286 moves to the left with increasedengine speed (and control pressure) the stop 310 will reduce the maximumdownward travel of the end of control arm 286 thereby reducing thequantity of fuel which may enter the high pressure charge chamber 230 bylimiting the downward movement of the injection plunger 232. Thus, byshaping the generally tapered ends 3l0a of the stop 310 and 286a ofcontrol arm 286, the desired torque curve for a particular engine may beprovided. Alternatively, the tapered ends 3100 of stop 310 may beutilized to provide for excess fuel for starting when the control arm286 is at the extreme right, any may provide both a torque curve andexcess starting fuel where the slope of end portion 310b is increased,while the remainder of the end of stop 310 may be shaped to provide thedesired torque curve. A lock nut 314 is provided to hold the stop 3I0 inadjusted position.

Referring now to FIGS. 8A, 8B and 8C, in conjunction with FIG. 6, theoperation of the engine will be briefly discussed.

The gear ratio between gears 304 and 306 is 2:I so that a halfrevolution of cam shaft 302 corresponds to a full revolution of thecrankshaft.

FIG. 8A illustrates the position of the cams at the beginning portion ofthe exhaust stroke with the monovalve fully open. The roller 276 is inengagement with the lobe of the cam 278 and holds the bifurcated end 270of the lever 272 downwardly to maintain the exhaust valve I64 in openposition. During the exhaust stroke, the transverse shaft 298 engagesthe trailing side of the cam lobes of cams 299 so as to permit theinjection plunger 232 to move downwardly until it reaches thecylindrical portion of the cams which is of a radius to insure that theinjection plunger may move downwardly at least as fast as the sleeve 2|]to prevent a secondary injection of fuel. After the exhaust stroke isover the monovalve 164 continues to held open by the cam lobe of cam 278until after a new charge of combustion air is taken into the combustionchamber during the intake stroke of the engine.

FIG. 8B shows the cam at the beginning of the compression stroke withthe monovalve [64 fully closed. At this time the roller 276 has returnedto the cylindrical lower portion of the cam 278 so that the sleeve 21]and the valve actuating rod 240 are at their top positions to enable thevalve I64 to be fully closed. During this period of time the injectionplunger 232 is free to move outwardly relative to the sleeve 2" toreceive a quantity of metered fuel as determined by the metering valve229 of the governor.

As shown in FIG. BC the leading surface of the cam lobes of cams 299engages the transverse shaft 298 of the control arm 286 to begin theinjection stroke by causing relative upward movement of the injectionplunger 232 and the sleeve 211 to begin the injection of fuel into thecompression chamber 248 of the engine. After the injection plunger 232is moved to its top most position (FIG. 6) the injection of fuel intothe compression chamber 248 terminates and the power stroke begins withthe valve I64 closed and the sloping trailing surfaces of cams 299permitting the injection plunger 232 to retract.

A feature of this invention is that the priming of the fuel system priorto starting is readily accomplished by the simple expedient of pullingthe plunger 224a of the accumulator 224 to provide a feed pressure tothe pumping chamber 230. The position of the plunger will visuallyindicate that the feed pressure is available before cranking.

Moreover. the fuel injection system is one wherein the pressure in thehigh pressure pumping chamber 230 may be built up to operating levelsand, in fact, a charge of fuel may be injected into the combustionchamber 248 by the simple expedient of depressing the spring-biasedplunger 2400 to depress the valve actuator rod 240 so that the injectionplunger 232 engages the control arm 286 to produce injection pressure inthe chamber 230.

FIGS. 10B, 10C, [0D and 10B illustrate modified forms of the monovalvesupport and fuel conduit assembly.

The form of FIG. I08 comprises a pair of leg members 350 which arehollowed out at 352 to provide a pair of spaced apart resilient springmembers rigidly connected together at their ends. The leg members 350straddle and are separated from a central leg member 354 by a pair ofslits 356 which may also be hollow to provide spaced apart springmembers rigidly connected together at their ends. The apertures 358 areprovided to 'mount the support assembly on the cylinder head cap of anengine with the monovalve and nozzle assembly 24 mounted in the aperture360 (which is aligned with apertures 358) in the same manner ashereinbefore described in connection with the embodiment of FIG. 10A. Anaperture 362 in the end of the arm 364 is provided to receive actuatingrod and conduit member 240 to actuate the valve and deliver fuel to thenozzle in the manner hereinbefore described.

FIG. [0C illustrates another form of the monovalve support and fuelconduit assembly wherein the rings 154a replace the ring 154 of theembodiment of FIG. 10A. In the embodiment of FIG. 10C, the ring memberis provided with a plurality, illustrated as being 4, of radial springmembers 154d connected at the center and is provided with apertures I54:which are rigidly mounted on the cylinder cap whereby the verticalflexure primarily occurs in the radial arms 154d which are apertured atthe center 154] thereof to support the monovalve and nozzle assembly 24.The support arm l58c is provided with a conduit for delivery of fuel tothe nozzle and is apertured at its outer end 1584 to receive theactuating rod and conduit member 240.

The embodiment of FIG. 10D includes a pair of superposed spaced apartparallel serpentine spring members which are rigidly secured to theengine by fasteners in the outer aper' tures 370 and is provided with asupport arm 158: which functions and is connected in the same manner assupport arm 158.

The embodiment of FIG. E is another form of ring member similar to theembodiment of FIG. 10A and is supported by passing the U-bolts I52therethrough in the same manner as in FIG. "IA. The embodiment of FIG.105 is provided with a support arm 158 which may be identical in formand function to the identical part in the embodiment of FIG. "IA.

Referring now to FIGS. 11A and HG inclusive, there is shown a pluralityof primary combustion chambers wherein the turbulence is maximized attop dead center of the piston. In the embodiment of FIG. IIA, theprimary combustion chamber 248a is formed by a concentric recess in thetop of the piston head concentric with the axis of the piston and thenozzle and valve assembly. The lower wall is formed with a generallyconical protuberance which aids in swirling the air as a pistonapproaches top dead center. Moreover, the primary combustion chamber248a does not extend the full width of the piston to leave facing wallsof the piston and piston 31a and the piston head 220. As shown, chamber2480 has a diameter slightly less than one-half the diameter of piston31a. These facing walls approach each other to provide a minimumclearance of say 30 mils to avoid contact when the piston reaches topdead center. It will thus be seen that as the piston approaches top deadcenter, air between the facing walls will flow radially inwardly intothe combustion chamber 248 to produce a turbulence therein which is amaximum at top dead center.

The design of FIG. IIB includes the same combustion chamber, piston andpiston head construction of the embodiment shown in FIG. 2 with thecombustion primary chamber 248 formed by the cap 22. It will be apparentthat this design likewise produces a radial movement of the air into thecombustion chamber 248 as the piston approaches top dead center toprovide maximum turbulence at that time. By providing the primarycombustion chamber in the cylinder head, the heat conducted to thepiston is minimized.

The embodiment of FIG. "C is generally the same as that of FIG. 118 butincludes a stepped boss 31b concentrically mounted on the head of thepiston and projecting into the chamber 248 at the top dead center tocause small eddy currents of air directed against the stepped walls ofthe stepped boss 31b to provide increased turbulence.

The design of FIGS. 11D and HP is also similar to the design of FIG. 11Bbut includes generally conical boss 31c concentrically on the top of thepiston and projecting into the combustion chamber 248 at top deadcenter. As shown in the top view of the piston in FIG. "F, the sidewallsof the boss 31c constitute a plurality, shown as 3, spiral surface toproduce a swirling motion of the air squeezed into the combustionchamber 248 as the piston approaches top dead center.

In the design of FIG. IIE and G, the top of the piston is provided witha plurality of deflector ribs 3 which are disposed nonradially andextend from the outer portion of the top wall of the piston generallytoward the center thereof. In this design, the cylinder cap 22: isprovided with grooves 31 to receive the ribs 314 at top dead center. Agenerally conical projection 31f at the center of the piston is alsoprovided in this embodiment to produce an upward swirling of the air tofurther increase the turbulence at top dead center.

As will be apparent to persons skilled in the art, various modificationsand adaptations of the structure abovedescribed will become readilyapparent without departure from the spirit and scope of the invention,the scope of which is defined in the appended claims.

Iclaim:

l. A valve support for an inwardly opening combustion chamber valve ofan internal combustion engine comprising a pair of superposed flexiblespaced apart members overlying a valve seat of the combustion chamberexternally thereof, said members being secured together so as to move inunison, one portion of said pair of members being fixedly securedrelative to the engine, said valve having a valve stem extending throughsaid valve seat with the free end thereof disposed externally of saidcombustion chamber, and means secured to a movable portion of said pairof members and to said free end of said valve stem to mount the valvefor movement along the axis thereof upon the movement of the movableportion of said members in a direction parallel to the axis of thevalve.

2. A device as recited in claim I wherein the said pair of flexiblemembers comprise two identical resilient ring members and the mountingmeans is a radial arm having its free end overlying the axis of movementof the valve and secured to the rings at a point diametrically oppositeto the portion thereof fixedly secured relative to the engine casing.

3. A device as recited in claim 2 wherein the ring members bias thevalve to a closed position.

4. A device as recited in claim 2 wherein the ring members arepositioned in parallel planes which are perpendicular to the axis ofmovement of the valve.

5. A device as recited in claim 4 wherein the valve support constitutesthe sole means for guiding the movement of the valve.

6. A device as recited in claim I wherein the valve is provided with aconcentric aperture and a fuel injection nozzle is disposed in theaperture with the tip thereof extending beyond the lower end of thevalve and projecting into the combustion chamber of the associatedengine.

7. A device as recited in claim 6 wherein the means supporting the valvecomprising an arm having a passage for delivering fuel to the nozzle.

8. A device as recited in claim 7 wherein a peripheral groove isprovided in the exterior wall of the nozzle body, said groovecommunicating with the passage in said arm and a port in the groovecommunicating with the interior of the nozzle body.

9. A device as recited in claim 1 wherein the mounting means for thevalve is a rigid arm having an aperture in its free end disposed alongthe axis of movement of the valve, a valve concentric bore secured insaid aperture and a nozzle removably secured in said aperture andextending through said concentric bore, said rigid arm having a secondaperture and a hollow actuating rod for the valve rigidly secured andsealed within said second aperture, the interior of said actuating rodbeing in fluid communication with the nozzle through a passage in saidrigid arm.

10. A device as recited in claim 9 wherein the is a pull rod.

I l. A device as recited in claim 10 including a spring to bias thevalve to closed position and a rotating cam for moving the valve againstthe bias of the spring to its open position,

12. A device as recited in claim 9 wherein the free end of the actuatingarm is connected to a sleeve mounted for reciprocation in a bore of theengine, said actuating arm being axially adjustable relative to saidsleeve for adjusting the extent of valve opening.

13. A device as recited in claim 12 wherein a plunger is mountedreciprocably within a pumping chamber formed by the interior of saidsleeve and is acted on by a second cam to compress fuel in said chamberin timed relation to the opening and closing of the valve.

actuating rod

1. A valve support for an inwardly opening combustion chamber valve ofan internal combustion engine comprising a pair of superposed flexiblespaced apart members overlying a valve seat of the combustion chamberexternally thereof, said members being secured together so as to move inunison, one portion of said pair of members being fixedly securedrelative to the engine, said valve having a valve stem extending throughsaid valve seat with the free end thereof disposed externally of saidcombustion chamber, and means secured to a movable portion of said pairof members and to said free end of said valve stem to mount the valvefor movement along the axis thereof upon the movement of the movableportion of said members in a direction parallel to the axis of thevalve.
 2. A device as recited in claim 1 whErein the said pair offlexible members comprise two identical resilient ring members and themounting means is a radial arm having its free end overlying the axis ofmovement of the valve and secured to the rings at a point diametricallyopposite to the portion thereof fixedly secured relative to the enginecasing.
 3. A device as recited in claim 2 wherein the ring members biasthe valve to a closed position.
 4. A device as recited in claim 2wherein the ring members are positioned in parallel planes which areperpendicular to the axis of movement of the valve.
 5. A device asrecited in claim 4 wherein the valve support constitutes the sole meansfor guiding the movement of the valve.
 6. A device as recited in claim 1wherein the valve is provided with a concentric aperture and a fuelinjection nozzle is disposed in the aperture with the tip thereofextending beyond the lower end of the valve and projecting into thecombustion chamber of the associated engine.
 7. A device as recited inclaim 6 wherein the means supporting the valve comprising an arm havinga passage for delivering fuel to the nozzle.
 8. A device as recited inclaim 7 wherein a peripheral groove is provided in the exterior wall ofthe nozzle body, said groove communicating with the passage in said armand a port in the groove communicating with the interior of the nozzlebody.
 9. A device as recited in claim 1 wherein the mounting means forthe valve is a rigid arm having an aperture in its free end disposedalong the axis of movement of the valve, a valve concentric bore securedin said aperture and a nozzle removably secured in said aperture andextending through said concentric bore, said rigid arm having a secondaperture and a hollow actuating rod for the valve rigidly secured andsealed within said second aperture, the interior of said actuating rodbeing in fluid communication with the nozzle through a passage in saidrigid arm.
 10. A device as recited in claim 9 wherein the actuating rodis a pull rod.
 11. A device as recited in claim 10 including a spring tobias the valve to closed position and a rotating cam for moving thevalve against the bias of the spring to its open position,
 12. A deviceas recited in claim 9 wherein the free end of the actuating arm isconnected to a sleeve mounted for reciprocation in a bore of the engine,said actuating arm being axially adjustable relative to said sleeve foradjusting the extent of valve opening.
 13. A device as recited in claim12 wherein a plunger is mounted reciprocably within a pumping chamberformed by the interior of said sleeve and is acted on by a second cam tocompress fuel in said chamber in timed relation to the opening andclosing of the valve.